Change spur gearing especially for motor-driven vehicles



Aug. 31 1926., 1,597,730

A. SEIDEZL CHANGE SPUR GEARING ESPECIALLY FOR MOTOR DRIVEN VEHICLESFiled March 12 1925 Y By. 1' A Patented Aug. 31, 1926.

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CHANGE EBPUR GEARING ESPECIALLY FOR ]3GiOR-DRIVEN VEHICLES.

Application filed March 12, 1925, Serial No.

The invention relates essentially to change spur gearings, especially,for motor driven vehicles. It has become known, to hold, in gearings ofthis type, the pair-wise arranged spur wheels permanently in gear and tobring the same into gear by means'of a number of control elements withmake and break keys. This form of Construction is considerablysimplified, according to the invention, by holding together all thepairs of spur whels by a common, shiftable control element and bycoupling the same with their coupling keys or tappets singly with a Iset of keys on the corresponding shafts. In further development of theinvention a sep arate set of keys is arranged on the shafts of thegearing for the first speed and reverse as well as for the second speedand third speed (in four speed gearings).

An embodiment of the invention is shown on the accompanying drawings, byway of example, in which V Fig. 1 shows in cross section the preferredform of construction of the improved change spur gearing. i

Fig. 2 shows in cross section a second form of construction for fourspeed gearing.

Fig. 3 illustrates a special construction of thekeys s, s and 0, 0 onthe shafts of the gearing.

In the gearing shown in Fig. 1 it is supposed that the main shaft besubdivided and that, at direct transmission, the transmission of themovement from the driving part of the main shaft to the driven part, iseffected through the-intermediary .of a counter shaft which permanentlyrevolves at only about half the circumferential speed of the main shaft.

a is the driving part of the main shaft and journaled in the casing b.The power. is transmitted fromthis part a of the main shaft through theintermediary of the transmission wheels 0 (Z upon the countershaft e.The countershaft e is connected with the driven part 7 of the mainshaft:

1st for the first speed through the intermediary of wheelsg, 7t,

2nd for the second speed through the intermediary of wheels 2', 70,

3rd for thereverse B through the intermediary of wheels Z, m betweenwhich an intermediate wheel, notvisible on the drawing, the so-calledreversing wheel, is inserted.

15,157, and in Germany February 29, 1924.

The power is transmitted from the driven part f of the main shaft totherear Wheel axle by means of the bevel wheels 41, 0.

The change speed wheels have on their circumferences keys which areadapted to clutch with a set of keys on the shaft 6 and 7. To clearlyillustrate the arrangement of the keys only the key on the shafts e, areshown on the drawing, in the upper part of Fig. 1, while in the lowerpart of this figure the tappets or keys on the wheels or sleeveseffecting a speed changing the keys on one shaft must be larger thanthose ofthe other. Preferably, the keys on the'counter shaft 0 will beslightly larger on both sides than those on the part 7 of the mainshaft, in order that at the coupling at first the change speed wheels onthe counter shaft, which revolves only at half speed, and then thechange speed wheels on the main shaft are thrown in gear. I

The wheels 2', 7e, gh, Zm and the sleeve 1" are enclosed in one singlechange speed element a in the shape of a closed casing adapted to beshifted by means of a fork o. On the driving part of the main shaft akeys 7) are arranged'the purpose of which will a be hereinafterexplained.

In the position shown the wheels m and are coupled with the shafts and 6so that reverse is put in. E i hen the control element is slightlyshifted to the left, the keys y? engage at first with the space betweenthe keys 9 and g, the keys 0 moving along the long keys. 9, or sleeve7". The sleeve 7" continues therefore to rotate with shaft f,

while wheel m is stopped. At this shifting movement the keys t of wheelZ have dis:

engaged from the keys 8 of shaft cs0 that the wheels on the countershafte are also uncoupled.

When the movement of the control element continues the keys p'engagewith the keys 9 and on the countershaft e the keys 8 with the keys t.The first speed is put in, the movement being transmitted from shaft 0over wheels 0(Z, the counter shaft 6 and wheel gh to shaft f and thetoothed wheels n0.

l/Vhen the control element is still further shifted the keys p and 8arranged at the gaps between the keys 9 and g or t and tso that anuncoupling is effected before the new coupling by means of the keys 9and t begins, the second-speed being then putin through the intermediaryof the wheels z'7c.

Then the control element a is shifted further to the left the wheels 2'and hare disengaged again from their shafts, the keys 1 coming inengagement with the keys 1) on the driving part a of the main shaft. As

the key 7) remains in engagement with the the direction of the arrows inFig. 3 ofthe The connection of the] counter drawing. shaft 6 with thedriven part f of the main shaft can be effected in four different maneners, viz':--

1. For the first speed through the intermediary of the wheels r 9 2. Forthe second speed through the intermediary ofthe wheels Z, m,

8. For the third speed through the intermediary of the wheels (7, h,

4. For the reverse B through the intermediary of the wheels 2', 70,between which an intermediate wheel, not visible on the drawing, theso-called reversing wheel, is

inserted. The pow'eris transmitted again from the driven part f of themain shaft, through the intermediary of bevel wheels, upon the rearwheel axle. The change speed wheels have keys on their circumferencesadapted to come in engagement with a set of keys on the shafts eand Inthe lower part of Fig. 2 only the keys on the shafts e f and in theupper part of Fig. 2 only-the keys on the wheels or sleeveare shown. Onthe shafts e and f of the bearingthe keys 8, s for the counter keys ofthe wheelsm, Z of the second speed and of the wheels 7:, g

of the third speed are mounted and further.

the keys 0, 0 for the counter keys of the wheels 9 r of'the first speedand of the wheels is, i for reverse. (The reversing wheel is not shown).The shaft f has other keys 7? designed to co-o'perate with thecontinuous counter keys of the sleeve t for the direct drive. A commoncontrol element u covers all the change speeds and the sleeve t, a forko serving to shift said control element w on the shafts of the gearing;

In Fig. 2 the wheels (1 r of the first speed are coupled with the keys0, 0" of the shafts e, f. The first speed is put in. The change toreverse is effected by shifting all the toothed wheels to the right overthe keys 0, 0, the second, third and fourth speed being put in byshifting to the left from the position shown so that first the keys .9,8' come in engagement successively with the different change speedwheels and then, for direct drive, the keys 1), p are brought inengagement through the intermediary of sleeve r. The direct'drive is thesaid fourth speed. In the form of'construction shown the toothed wheel Zof the second speed remains in gear on the counter shaft 6 during thefirst speed and the reverse, so that the two gear wheels Z, m rotateidle at these two speeds. At the second, third and fourth speed no pairof gear wheels runs idle.

Fig. 3 shows another construction of the keys 8, s and 0, 0'. Thecounter keys of the of the corresponding wheels are constructed insimilar manner. The keys 0, 0" have similar to the commonly used clawcouplings, greater play between the counter keys of the wheels in orderto facilitate the putting in of the speeds. The keys 8 have'also specialplay between the counter keys of the corresponding wheels and anespecially easy engagement is furher produced by the bevelling of theside faces w. The bevelled faces are chosen in such a manner that thegear wheel m at the changing from the first to the second speed drawsthe shaft 7 along which rotates more slowly from the first speed, thewheel it drawing the shaft 7 along at the changing fromthe second to thethird speed. Inversely at the changing from the fourth speed-tothe thirdspeed and from the third speed to the second the keys 8 of shaft f drawthe wheel 72. along'at the .thirdspeed and the wheel mat the secondspeed, as at the changing from higher to lowerspeed the shaft f rotatesmore rapidly than the gear wheels. For this reason the keys of theshafts and of the wheels are parallel to one another as at the forward[changing from the first to the second speed the opposite/face of'thekey operates the 'same as at the changing from the third to the secondspeed. The keys 8 on the shaft f and the counter keys s of the changespeed wheels of the second and third speed are bevelled in. oppositedirections to the keys 8? of the counter shaft 6. The keys 8 arebevelled, in the form of construction, shown, only on one side as theyact at one side only. The keys 7) and the counter keys of the sleeve 1"are constructed in similar manner for the putting in ofthe directdrive.

These keys act evidently also .onone side only as the direct drive is afinal change and not an intermediate change.

This improved form of construction produces the following new.efl'ects:'

(1). In one direction five speeds are successively put in, the changespeed gearing being of the shortest possible length. The speeds are onereverse and four speeds at going forwards, all the gear wheels remainingpermanently in gear, an idle running of gear wheels being avoided eitherat all speeds or only at the most important speed, viz: the second,third and fourth speed.

(2) All the gear wheels are well guided on the shafts.

(3) The putting in of the second, third and fourth speed can be effectedwith the greatest ease at all speeds as the time at disposal for thethrowing in gear amounts to a multiple of, about ten times, the timewhich is left at the commonly provided play of about 2 mm between theclaws. The diagrams A and B in Fig. 3 illustrate diagrammatically thatthe rearwardly inclined edges of the moderately bevelled operating facesare cut off obliquely at a sharp angle, the arrows in the diagrams atthe right hand side of Fig. 8 indicating the direction considered asfront with respect to the rearward b'evelling of the keys. For thisstrong bevellings (rounding off with a greater radius) may besubstituted. Owing to this construction it is possible to change thespeeds in both directions of revolution, in a specially favorable mannerin the one direction of rotation and with normal effect in the otherdirection.

The diagram A illustrates diagrammatically the putt-ing in gear of thekeys 8 of shaft f with the counter keys of the toothed wheel on for thesecond speed at the changing from the first to the second speed.

Diagram B illustrates diagrammtically the putting in gear of the keys 3of shaft with the counter keys of the toothed wheel m for the secondspeed at the changing from the third to the second speed.

Diagram C illustrates diagrammatically the putting in gear of the keys 8of shaft 6 with the counter keys of the toothed wheel Z for the secondspeed at the changing from the third to the second speed.

Diagram D illustrates diagrammatically the putting in gear of the keys 5of the shaft 6 with the counter keys of the toothed wheel Z for thesecond speed at the changing from the first speed to the second speed.

I claim 1. A change spur gearing, especially for motor driven vehiclescomprising in combination with the driving shaft, the driven shaft andthe counter shaft, pairs of gear wheels permanently in gear, a shiftablecontrol element in the form of a casing holdkeys onsaid driven shaft andon said counter shaft with whichsaid gear wheels are successivelybrought in engagement, keyso'n said driving shaft, a sleeve moving'withsaid control element and being permanently in gear with the keys of thedriven shaft designed to be coupled with the driving shaft for thedirect drive.

2. A change spur gearing especially for motor driven vehicles,comprising in combination a driving shaft, a driven shaft and a countershaft, pairs of gear wheels permananently in gear, a shiftable controlelement consisting of a casing holding together all of said pairs ofgear wheels, means for shifting said control element, a sleeve movingwith said control element, keys on said driving shaft for coupling and aseparate set of keys on said counter shaft and on said driven shaft forthe first key and for reverse andv for the second and third speed wit-hwhich sets of keys said gear wheels are successively brought inengagement, said sleeve being permanently in gear with the keys of thedriven shaft designed to be coupled with the driving shaft for thedirect drive.

3. A change spur gearing shaft for motor driven vehicles, comprising incombination a driving shaft, a driven shaft and a counter shaft, pairsof gear wheels permanently in gear, a shiftable control element in theform of a casing holding together all of said pairs of gear wheels,means for shifting said control element, a sleeve moving with saidcontrol element, keys on said driving shaft for coupling said sleeve fordirect drive, and

a separate set of keys on said counter shaft and on said driven shaftfor the first speed and for reverse and for the second and third speed,wit-l1 which sets of keys said gear wheels are successively brought intoengagement, those sets of keys on the counter shaft and on the drivenshaft which serve for transition engagement from one s need to anotherhaving beveled faces, said sleeve being permanently in gear with thekeys of the driven shaft designed to be coupled with the driving shaftfor the direct drive.

i. A change spur gearinlg shaft for motor driven vehicles, comprising incombination a driving shaft, a driven shaft and a counter shaft, pairsof gear wheels permanently in gear, a shiftable control element in theform of a casing holding together all of said pairs of gear wheels,means for shifting said control element, a sleeve moving with'said control element, keys on said driving shaft for coupling said sleeve fordirect drive, and a separate set of keys on said counter shaft and onsaid driven shaft for the first speed and for reverse and for the secondand third speed, with which sets of keys said gear wheels aresuccessively brought into engagetransition engagement from one speed toan-' ly in gear with the keys of the driven shaft,

' the keys-begin with a moderatebeveling and drop sharply, said sleevebeing permanentment, those sets of keys on the counter shaft and on the;driven shaft Which serve for 10 other having beveled faces; the bevelingof. designed to be coupled with the driving shaft said faces extendingrearwardly and prefor the direct drive.

senting approximately sharp edges to the In testimony whereof I afiix mysignature. receding edges of two beveled faces whereby ARNOLD SEIDEL.

